JOINT ADVANCED MULTI-ENGINE T-44A
Engine Failure. In-flight evaluation has shown the primary hazard to be a rapid loss of airspeed
with accompanying yawing into the dead engine. Wing must be prepared for emergency evasive
maneuvering. Any sign of impending failure will be cause for a "Knock it off" call. If an aircraft in the
flight suffers an engine failure, the Flight Leader will decide on the most practical means of recovery for
Mid-Air Collision. In the event of a mid-air collision, regain control and make a "Knock it off"
call. Follow NATOPS procedures to determine aircraft controllability. The Lead will coordinate altitude
assignments as necessary. If feasible, attempt to visually assess the other aircraft's damage. The Flight
Leader will determine if recovery as a section is desirable. If so, a minimum of 500' separation between
aircraft will be maintained to allow for safe maneuvering of damaged aircraft.
Aborted Takeoff. If the lead aircraft aborts a takeoff, the entire flight will abort. Lead must
immediately notify Wing and tower by making an "Aborting" call on tower frequency. Lead attempts to
remain on his/her half of the runway avoiding unnecessarily high rates of deceleration. Wing will avoid
overtaking Lead. If Wing aborts, transmit on tower "Wing aborting" after Lead becomes airborne. Lead
will continue his/her takeoff and return to land at his/her discretion.
Knock It Off. This call is used to discontinue the training evolution. Upon hearing this call, aircraft
should take safe separation (approximately 500'), but maintain section integrity if possible. Discuss the
situation on internal communications and standby for further instructions from the Flight Leader.
Pertinent Characteristics of the T-44A.
The T-44A does not have a speed brake or any device designed to slow the airplane rapidly. Pulling
the power levers to flight idle does not slow the airplane immediately; it takes 5 to 20 seconds before a
large power reduction will take effect. This is used as a normal procedure to control airspeed and relative
Visibility forward from and across the cockpit is limited due to the high glare-shield, windshield
supports, small side windows, and the wipers. Compensate for this by moving your head to maintain visual
contact with the lead aircraft.
Although minimal, the side-by-side seating arrangement results in a difference (parallax) between
the sight pictures of the CP and P. For standardization, fly the checkpoints as seen from the PAC seat.
The vertical stabilizer extends approximately 5' above the top of the fuselage. During an under-run,
or any situation where you end up under the lead aircraft, actual separation will be significantly less than
perceived from the cockpit because the tail is above and behind you. Do not over-control the nose if you
end up under the Lead; a combination of nose down and a significant power reduction is the best choice.
Wingtip vortices may induce a strong rolling/climbing tendency towards the Lead's aircraft. Flying
with reduced step-down will result in encountering the Lead's vortices and other fuselage-induced
turbulence. You must exit the vortex/turbulence before you can regain full control of the aircraft.
Prior to the brief, students will attempt to get aircraft assignments/positions from aircraft issue.
Note the location of your "playmate's" aircraft on the flight line. This may enable observation of
difficulties before/during engine starts.
During the Before Start Checklist, turn on navigation lights to identify the aircraft as a part of a
Upon reaching "avionics master," tune squadron common in VHF. The Flight Leader will initiate
flight check-in and then change the flight to "formation common." When Wing reports "Ready to taxi,"
Lead will call for taxi: "Montana 417, flight of two, Wingman 411, base of tower, taxi with information
If IMC is expected during transit to working area, aircraft will coordinate IFR clearances
individually, depart individually, then rendezvous in VMC.